Manifold for internal-combustion engines



July 24, 1951 F. J. HOLMES MANIFOLD FOR INTERNAL-COMBUSTION ENGINES 4 SheetsSheet 5 Filed Sept. 27, 1946 gvvuwwbon EederckJHoZrne-s,

u y 24, 1951 F. J. HOLMES 2,561,625

MANIFOLD FOR INTERNAL-COMBUSTION ENGINES Filed Sept. 27, 1946 4 Sheets-Sheet 4 meriok aflome Patented July 24, 1951 MANIFOIJDFOR INTERNAL-COMBUSTION-i ENGINESG' 1 1 Fredericka'LlHolmes; St. Clair Shores, Mich ApplicationSptembenZI, 1946g-Srial N0.*699,'606

aolaimsn- (01157- 241). I

This invention relates to internal icombustioni engines," and' 'has: for its general objectitoupro I vide simple; practical means to a adapt internal combustion 1 engines of the type which taref dee fined fuels-such as gasoline; for 1 highly: eflicient,

economical 1 1 operation by considerably j heavier fuels, suchas commercial fuel oil.

The invention contemplates employment or the usual: engine 'carburetorJ-to atomize! the :fuel oil; and in this connectionwa specialeand important object of the inventionzisrto provide: simple,:prac-" tical means for utilizingathesheatlof thewen'ginem exhaust gasesto heat'th'efueloilto a propertemperature for most effectiveatomizationby the car buretorm prior to its: a delivery: thereto; and to maintain it at that temperaure."

Another special and important object of 1 the invention is; to provide simpleg's practical means for-utilizingethe heat" of the rengine,v exhaust" gases tofiheat "the combustion sustaining air that issupplied to the 1 carburetor for.intermixturewwitht the atomized 'oil, vandrto maintain it" at the proper.

temperature to: afford the most ture."

With the foregoingand other objectstinview;

whichwwill become more s-fuHy apparent as the nature of the invention :is 1better understood; the

same consists insxthe novelcombination and .ar-: 1 rangementof features asxwill be hereinafter more 1 fully! describedyillustratedintithe xaccompanyinga drawings and idefined in the appended claims.

In" the accompanyingydrawings; whereinlike characters of 11 reference. denotw corresponding Figt'l avside elevation of 'aaportiont'of. an inL-aternaltcombustion s enginel-illustratingizarfuel' sys-r tem: inaccordance? withtone. practical: :embodi-u ment of. the .inventionapplied theretmx Fig. 2 is a .longitu'dinal"section rthrough aiepor tlont; of the; exhaustmanifold :"ofr theaenginew Fig. 3183a sectionrlon the line- 33 of Fig. 1.1

anltialternative embodiment: of cthe invention; 11

tI'QtEdihlFl'g. 5; and. 1

Fig;:'? is a longitudinal. section through the en= gin'e manifold of the :Figs': fiwandaeembodiment ori the invention".

Referringitoathe drawings in. detail, Zfirst ":with' 1 particular reference to 11 the embodiment'lof the; :1 invention-illustrated inx'Figszr 1 Storof the; drawingsga term .combustion':engine:.:ot :aetypex whichiisfide'e i-designates, generally; a .vportiontof .an'rinel 2 1 signed primarily-forw the usefof gasoline aas iifuelsl and which includesgas usual, an'intake manifold l wran' exhaust manifold. 1 l', and a connected to said intake. manifold. :1

In accordance with'atheinvention; the intake and the :exhaust manifolds maybe formed either separately from eachtotheror as a one-pieceunits! carburetor; l2

In any event, the exhaust manifold ofx'special construction in. that it d prov'ided; :near. its outlet];

endawith a chamber1311and'1vvith sa valve? for? controlling flow of engine exhaust gases there-r through.

Suitably mounted withincrthechamber I3 is 1 at fuelxoil container :15 to: which leadsamoil' supplyr lpipe lfiandfrom which :leads an:oi1: de1ivery pipe [1 which 1 is llconnecte'd 1a.to.: the carburetor I2 throughxa valvei i8n Thus,nfuel oilxdeiivered tofii the carburetor this =required t0 "pass through :said 1" container; 1

Within iithe container? l5 5 is 1 a thermostat I9 1 which may :be of any 1 suitable type 1 and: which 1: may be connected toi the valve Mintany suitable-c manner "for actuating :-'the' latter: :in response :tov; variations :in '2 the "temperature "of the fuel: oilin 1 :said container.

Inlthelpresent instance thethermostat'lfl is; illustrated as including :a plunger 20 'whichwex u tends; through the front Wall ofcthe: chamber l 3- for projection :andxretraction iniresponse-zto rise andfall,respectively; ofcoil inlthe oontainertl5 above and below :a predetermined temperature.

The valve: I4 preferably issof the swinging leaf 1'': type-and ithe connectionrbetween :the :samevand 1: thethermostat I9 is illustrated: inithe present in-e stance as :comprisingxa bellecrank lever 2 Ii pivoted atr22 to va-posti 23*icarriedabyi the sfront walls :of': the chamber-12.13 and'shaving one ofuits arms. 24: connectedaby a rod 25 to: an arm 126 1 on the shafrt: 1"

21 of said valve M and its other arm 28 *overlying'1 ftheouter end Ofithfi plunger 20 .1"

The; arrangement of: the bell-crank :tleverwl I I is":

such thati w-hen'r: the plungerr'zilnis projected ;it"

swings said 'leverlin'a'directiontorswing thevalve I 4 to a positionr-to divert exhaust gases 'from the.-

chamber [3. On the other hand, a suitabletspring 29. tends constantly to swing said lever inwthe oppositetdirection; and islefiectivetodo sorupon retraction ofx'the plunger" 20; to swin'g th'e valve MIto va positionto cdirect exhaust gases-through ithe chamber 13. Sinceithe temperature of "the oillin/the container 1 5 controls theposition of the 1 valve l4, and since said valvecontrolssthe amount of (the 1 exhaust gases :lwhichxnfloww tlrn'ougli';- the chamberd 3 \andlwhich; serve totheat. the 1oi1 .in :said 11 JEi'contai-nerJ-it is'manifest;thatlthe described m'ech'i-zw anism may, by proper adjustment, be rendered effective to maintain the oil supplied to the car- 1 to 4 embodiment of the invention, includes a jacket 30 surrounding the engine exhaust pipe 3| whereby air within said jacket is heated by hot exhaust gases flowing through said exhaust pipe.

Connected to the carburetor I2 is an air supply pipe 32 which has two branches '33 and 34,"the

former of which may be opento the atmosphere; I, or connected to an air filter 35 for supply of ai1 at atmospheric temperature to the pipe 32, and the other of which is connected to the jacket 30 for supply of heated air to-said pipe 32.-=:

r In the pipe's33-and 34 are suitable valves 35 and 31; respectivelycwhich' are suitably coupled to.-

gether, as indicated at 38, so that opening ofone closesthe other and vice-versa;

'In'the pipe '32 is a thermostat variations in the temperature of the air. in said pipe'32. 1 f

The thermostat 39 is illustrated as being 'of'the bellows type and as including a plunger 49 which extends exteriorly of the pipe 32 and which is'pr'o-- jected and retracted in response to rise and fall, respectively, of the air in the pipe 32 above and below a predetermined temperature. Pivoted at 4| to a suitable fixed support is a bell-cranklever' 42 one arm 43 of which is connected to the-outer end of the plunger! and the other arm 44 of which is connected by a rod 45 with an arm 46 ,on

the shaft '41 of the valve 36, the'arrangement in this respect being such that when the plunger 40 is projected it swings said bell-crank lever-'ina direction to open the valve 35 and close the valve 31. A suitable spring 48 tends constantly to swing said bell-crank lever in the opposite direction and is effective to do so, upon retraction of the plunger All, to close the valve 36 and open the valve 31.

Since cool air is supplied to the pipe 32 from the pipe '33 and heated air is supplied to said pipe 32 from the pipe 34, and since the thermostat 40 together with the spring'48, controls the valves 36 and 31, it'is apparent that by a proper adjustment of the connections between said thermostat and said Valves the air in the pipe 32 may 'be maintained at a temperature best suited for in-' termixture with the oil to afford a most efiicient engine fuel. I

The jacket 3!! has an air inlet opening which may communicate either directly with the atmosphere or be connected to the air filter 35. In

the present instance it is shown as being con-- nected by a pipe 49 to the pipe 33 and hence to the air filter 35. Y

Connected to the carburetor I2 is a supply pipe for gasoline or other light fuel to be used for engine starting and warm-up purposes;

as fuel. 'After-starting and warm up of the e'n-' 39 which'may be I of any'suitable type and'which may be con-m nec'ted in any suitable manner with the valves" 36.and- 3'7 for actuating the latter in'response to.

gine, the supply of gasoline to the carburetor I2 is cut off and the engine is operated by oil supplied to the carburetor through the pipe II, the thermostat I9 together with the spring 29 serv- 5 ing to actuate the valve is to regulate flow of engine exhaust gases through the chamber I3 and thus maintainthe fuel oil at a predetermined temperature best adapting it for use as fuel by the engine. At the same'tii ne, the' thermostat 40 together with the spring 48 serves to actuate the valves 36 and 3? to regulate the supply of hot and cool air to the pipe 32, and thus maintain the air supplied through said pipe to the carburetor I2 at a predetermined temperature for intermixture with the oil at its predetermined temperature to afford the most efiicient engine operating on and air fuel mixture.

Separate valves may be employed to control flow of gasoline and fuel oil through the pipes 50 and I! to the carburetor: I2. Preferably, however; a single'valve; such as the valve 18, is employed to. establish communication between either of said pipes and the carburetor and simultaneously to deny communication betweentheother'o'f said pipes and the carburetor.

The pipe Il may be covered with suitable heat" insulating'material or may be jacketed, as indicated at 5i, to minimizeloss of heat'from the fuel oil during its flow from the container" I5 to is contained in said carburetor;

According to the Figs. 4 to? form of the inven- 1 !tion, the construction and mode of operation of v the apparatus is'generally the same as described in connection with theFigs. l to 4 form'of the invention, except that the engine manifoldismade dottingly, it is deemed unnecessary to repeat .the foregoing descriptionof parts which are common to both forms of the'invention. Instead thesamev reference characters, primed, are employed to 1 designate in Figs. 5 to 7 parts corresponding to 5ithose previously referred to in the description-of the Figs. 1 to 5' form of the invention. I

As in the Figs: 1 to l form of the invention,

the engine intake and exhaust manifolds I0 and 1 I I, respectively, may be formed either separately iifrom each other or as a single unit. In any event;

the exhaust manifold II includes, as usual, a horizontal portion, designated as Il a vertical portion,.designated as I l extending downwardly from the rear end of said horizontal portion, and 5518a chamber. I3 which is in communication with said horizontal and vertical portions through ducts I I and i I respectively, under the control of a pivoted valve it. Moreover, said exhaust manifold is jacketed, as indicated at 52, toprovide, exedr-teriorly thereof, an air chamber 53- which is substantially coextensivein length with the portions I l and I I Connected with this chamber is an atmospheric or cool air supply pipe '39 corresponding to the pipe id of the Figs; 1 to 4 form of fisttthe invention. Also connected'with this chamber,

at a point remote from the connection of the pipe 49 therewith, is a pipe 36' correspondingto the pipe 34 of the Figsql to l form of the invention.

Obviously, hot exhaust gases flowing through'the' 7ili 3exhaust manifold II serve to heatair in'thefl chamber 53 prior to'its delivery via the pipe 34' to the pipe 32. In this connection and as'ill'us trated in Fig. '7' ofthe drawings, the chamber 53' includes horizontal andfvertical portions 53* 1and- 15 53 which are substantially coextensive inlength- =3the carburetor I2. Similarly, the carburetor it- I self may be jacketed or otherwise suitably insu--- lated to preventloss of heat from the oil while it to serve the purpose of the jacket 32. Accord-w with the horizontal and vertical portions H and l I respectively, of the exhaust manifold II and has its horizontal portion 53 divided by a longitudinally extending partition wall 54 into elongated, outer and inner passageways 55 and 56, respectively, which are closed with respect to each other at the rear end of the portion 53 by said partition wall and are in communication with each other at the front end of said portion 53 Further in this connection and as illustrated in Fig. 7 of the drawings, the pipe 49' is connected to the outer passageway 55 near its rear or closed end, and the pipe 34' is connected to the vertical portion 53 of the chamber 53 near the lower end of said vertical portion 53 Thus, air flowing from the pipe 49 to the pipe 34' is required to travel substantially the full length of the passageways 55 and 56 and substantially the full length of the vertical portion 55 of the chamber 53 so as to be effectively heated by the exhaust gases.

In other respects and as aforesaid, the Figs. 5 to 7 form of the invention is generally the same in construction and mode of operation as the Figs. 1 to 4 form of the invention.

From the foregoing description considered in connection with the accompanying drawings, it is believed that the construction and mode of operation of the invention will be clearly understood and its advantages appreciated. It is desired to point out, however, that while only certain specific structural embodiments of the invention have been illustrated and described, the same is readily capable of specifically different structural embodiments within its spirit and scope as defined in the appended claims.

I claim:

1. An internal combustion engine manifold having an exhaust gas passageway including an elongated horizontal portion and a vertical portion extending downwardly from the rear end of said horizontal portion, said manifold further having a chamber at its rear end disposed rearwardly of the junction between said portions of said passageway to contain a portion of a fuel oil supply line, said manifold additionally having a pair of ducts one leading from the rear end of the horizontal portion of said passageway to the top of said chamber and the other leading from the bottom of said chamber to the downwardly extending portion of said passageway, a pivoted valve in said passageway at the junction of its horizontal and downwardly etxending portions swingable to regulate fiow of exhaust gases from said horizontal portion through said first mentioned duct into said chamber and effective when opened to deflect exhaust gases from said horizontal portion through said first mentioned duct into said chamber, a jacket surrounding and substantially coextensive in length with the horizontal and the vertical portions of said exhaust gas passageway to provide an air chamber exteriorly of the said horizontal and vertical portions of said exhaust gas passageway, a partition wall within said air chamber dividing the same into outer and inner air passageways the former of which is substantially coextensive in length with the said horizontal portion of said exhaust gas passageway and the latter of which is substantially coextensive in length with the horizontal and the vertical portions of said exhaust gas passageway, means closing said air passageways with respect to each other at their rear ends, said air passageways being in communication with each other at their front ends, said outer air passageway having an air inlet opening at its rear end,

said inner air passageway having an air outlet opening adjacent to the bottom of its vertical portion.

2. An internal combustion engine manifold having a substantially horizontal exhaust gas passageway, said manifold further having a chamber at its rear end to contain a fuel oil supply line, said manifold additionally having a pair of ducts providing communication between said exhaust gas passageway and said chamber, a pivoted valve in said passageway between said duct swingble to regulate flow of exhaust gases through said ducts to and from said chamber from and to said passageway, a jacket surrounding and substantially coextensive in length with said exhaust gas passageway to provide an air chamber exteriorly thereof, a partition wall in said chamber extending longitudinally thereof and dividing the same into outer and inner air passageways closed at their rear ends and in com munication with each other at their front ends, said jacket having an air inlet opening leading to the rear end of said outer air passageway and further having an air outlet opening leading from the rear end of said inner air passageway.

FREDERICK J. HOLMES.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

